Aeroplane.



E. G. JOHANS ON. AEROPLANE.

APPLICATION FILED JAN-21.1918.

Patented Nov. 12,1918.

3 SHEETS-SHEEI 1.

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E. G. JOHANSON.

V AEROPLANE. APPUCATlON FILED JAN. 21,1918.

1,284,696. Patented Nov. 12,1918.

3 SHEETS-SHEET 2- Y E. G. JOHANSON.

AEROPLANEF APPLICATION FILED JAN.2I. 1918.

1 284,696. I Patented Nov. 12, 1918..

3 SHEETS-SHEEI 3.

EMIL JOHANSON, OF CHICAGO, ILLINOIS.

AEROPLANE. 7

Specification of Letters Patent.

Patented Nov. 12, 1918.

Application filed January 21, 1918. Serial No. 212,941.

To all whom it may concern:

subject of the King of Sweden, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Aeroplanes, of which the following is a full, clear, concise, and exact description.

My invention relates to aeroplanes and particularly to the propelling mechanism and the buoyancy planes thereof. The buoyancy planes of the aeroplanes are so constructed that they may be modified to form parachutes so'that the planes will be prevented from falling precipitately in the event of accident. The propelling mechanism is adapted not only to cause the aeroplane to travel in the air but also is capable of supplementing the steering equipment in defining the direction of travel.

The preferred form of propelling mecha nism includes aplurality of cups provided with flap valves located at holes in the cups, these flap valves being closed by the pressure of the air when the cups are functioning to cause the aeroplane to travel and being opened, also by the pressure of the air, when the cups are not so functioning.

Mechanism is provided for varying the positions of these cups to enabling them to take part in determining the direction of aeroplane travel.

I will explain my invention more fully by reference to the accompanying drawings showing the preferred embodiment thereof and in which Figure 1 is a view in side elevation of an aeroplane constructed in accordance with the invention; Fig. 2 is a plan view of the structure shown 1n Flg. 1; Fig.

3 is a sectional view on line 3-3 of Fig. 5; showing the buoyancy plane collapsed to form a parachute: Fig. 4. is a sectional view on line-4.-4 of Fig. 1,'on a larger scale;

Fig. 5 is a view on line 55 of Fig. 3; Fig.

6 1s a plan view of the plane collapsed to form a parachute as illustrated in Fig.3; Fig. 7 is a view in side elevation, partially in section, illustrating the propeller of my invention; Fig. 8 is a view generally similar to Fig. 7 showing another adjustment of the propelling cups; and Fig. 9 is a plan view, partially msection, of the structure appearing in Fig. 7

Like parts are indicated by similar char= acters of reference throughout the different figures.

The body 1 of the chassis is provided with the usual wheels 2 by which the aeroplane may travel upon the ground in starting andlanding. The aeroplane includes the usual or suitable rudder mechanism 3 controlled by levers in any suitable manner that need not be illustrated or described. The buoyancy plane 4: is of any suitable fabric. This fabric is anchored to one of the long sides of a supporting frame 5, the opposite edge of the fabric being anchored to the strut- 6 which is slidably mounted at its ends upon the end pieces 7 of the main plane support- I ing frame. Each end of the fabric is anchored to a link structure comprising three connected links 8, 9 and 10, each link 8 being secured at its outer end to the strut 6 and each link 10 being secured at its outer end to the side 11 of the main frame of the plane. When the supporting plane is in normal adjustment the strut 6 is in close proximity to the side 11 of the plane supporting frame, which side 11 is companion to the frame side 5 and parallel thereto. The links 8, 9 and 10 at each end of the plane are also then stretched out into a straight line. These normal adjustments of the strut 6 and the links 8, 9 and 10 are illustrated in Fig.

2. There are two additional struts 12 and 13 that are parallel to the struts 6 and which are kept in relatively fixed positions by means of the links 14. The elements 12, 13 and 14 constitute a sub-frame which impart a fixed rectangular shape to the middle portion of the plane fabric 4. The struts 6 and 12 are united by the links 15 which permit the strut 6 to be moved toward the main plane frame side 5 when the plane is to be formed into a parachute. The strut-13 and the main plane frame side 5 are united by links 16 that also permit the struts 6, 12 and 13 to be moved toward the plane'frame side 5. The links 17 and 18 join the links 8, 9 and 10 with the struts 12 and 13 and take part in defining the parachute shape of the plane fabric 4:. The plane frame 5, 7, 11 is assembled with the body 1 by means of the struts 19 that define asubstantially fixed relation of this frame withv respect to said body. The strut 6 is jointed with the body 1 by means of the links 20 in pivotal connection at their lower ends with said body and at their upper ends with said strut. Links 21 are connected. at their upper ends, with the subframe 12, 13, 14 and at their lower ends with the inner ends of links 22. The outer ends of these links have pin and slot connection with the body 1 of the aeroplane. The sides of the body 1 are provided with holes 24 with which the recesses 25 upon the lower ends of the links 21 are brought into register when the buoyancy plane is in its normal adjustment. Latches 26 project through the holes 24 into the recesses 25 to maintain the links 21 in their lowered positions to hold the plane in its normal adjustment. These latches 26 are carried upon levers 27 that are fulcrumed between their ends upon the sides of the main body 1. Springs 28 serve to maintain the latches in their outermost positions. A flexible connect-ion such as a string 29 extends from the arm 30 that projects. from one Of the levers 2'7. Theoccupant of the seat 31 may pull upon this string 29 to turn this particular lever 27 against the force of the spring 28 that backs this lever whereby the latch 26 upon this lever is withdrawn. The link 32 joins the tail of this lever 27 with the front end of the other lever 27 so that the latch upon this latter lever will be also with drawn when the string 29 is pulled. lVhen both latches are withdrawn the pressure of the air beneath thev plane will cause the fabric 4 of the plane to bulge upwardly, the fabric drawingwith it the strut 6. the links 8, 9 and .10, etc. to the positions illustrated in Figs. 5 and 6 whereby the fabric 4 of the planeis formedinto a parachute for the purpose of preventing too rapid descent of the aeroplane in the event of accident. lVhen the plane has descended to the ground the links 21. may readily be depressed until the latches 26 are again received in the recesses hen the latches are in these recesses the strut 6 is in close proximity to the main frame. side 11. at which time the buoyancy plane fabric. 4 is in normal adjustment.

The propelling motor 33 transmits power. in the embodiment of the invention illustrated, by means of a sprocket chain 34 to the sprocket wheel This sprocket wheel is in fixed connection with the sleeve or hub 36 from which spokes or arms 37 radiate.

These spokes and sleeve form a frame. The

outer ends of these spokes or arms receive the stub shafts 38 that project laterally from i the cups Bodily movement of these cups about the axis of the sleeve 36 results when the sprocket wheel 35 is turned by the sprocket chain 34. By the construction illustratedthe cups turn bodily about the transverse axis afforded by the sleeve 36 and shaft 40.

In the embodiment of the invention illustrated the Lt'ranie formed of the sleeve 36 and spokes 2-7 is mounted upon a shaft 40 whose outer end is mounted in a side of the aeroplane body 1. The sleeve 36 is the part of the frame 36, 37 that is journaled upon the shaft 40. The shaft section 41, alined with the shaft 40 and in fixed relation thereto, is mounted in the other side of the body 1, the elements 40 and. 41 cooperating to define an axis of rotation for the sleeve 36 and the sprocketwheel 35 that is substantially fixed with respect to the body 1. The cups 39 are provided with stub shafts 2 that are uponopposite sides of the cups These stub shafts 42 pass through the ends of arms or spokes 43 which project from the sleeve or hub 44. The arms 43 and sleeve 44 form a frame. The shafts 38 are offset with respect to the shafts 42 in order that the cups may be swung upon axes individual thereto in adjusting the cups to have them take part in defining the direction of travel of the aeroplane. In order that this adjustment may be accomplished the arms 43 are connected with a. short arm 45 whose lower end is connected by a. rod 46 with the adjusting lever 47. This adjusting lever is pivoted at an intermediate portion to the aeroplane body 1 concentric with the semicircular rack 48, this rack holding the lever in its various adjustments. By pushing or pulling upon the rod 46 the short arm 45 will be turned in one direction or the other to turn the arms 43 and the sleeve 44, the axis of movement of the sleeve and arms being defined by a shaft section 49.which is parallel with but offset with respect to the shaft sections 40 and 41 that are rigidly united therewith by means of the offset shaft continuations 50. The frame formed of the spokes or arms 43 and sleeve 44 is rotatable upon shaft 49, said sleeve surrounding and being rotatable upon said shaft. By the construction described the propeller is driven through the frame arms 37, the frame arms then serving idly to hold. the cups in proper relation to the arms 37 as these cups are propelled. The angular adjustment of the cups is determined by the arms 43, the arms 37 then cooperating with the arms 43 in holding the cups in their angular adjustment. When the aeroplane is climbing the cups are desirably in horizontal adjustment as illustrated in Fig. 1, but when the aeroplane is to be given a more forward movement the cups are inclined. as, for example, as indicated in Fig. 8. When the aeroplane is given'a backward direction of movement the inclination of the cups may be reversed from the inclined positions thereof illustrated in Fig. 8. The cups are provided with perforations or apertures 51.

serve to close the apertures when the cups are moved downwardly such closure of the valves being effected by the pressureof the air upon the bottoms of the valves. ll' hen Flapvalves'52 are contained within the cups and.

the cups are rising pressure of the air upon the tops of the valves will open them so that the resistance encountered by the cups in returning to functioning positions will be reduced to a minimum.

While I have herein shown and particularly described the preferred embodiment of my invention I do not Wish to be limited to the precise details of construction shown as changes may readily be made without departing from the spirit of my invention, but having thus described my invention I claim as new and desire to secure by Letters Patent the following An aeroplane including a chassis body; two alined shaft sections rotatably supported upon said body; a third shaft section connected with and parallel to the aforesaid shaft sections but offset with respect thereto, all of said shaft sections being in rigid relation; a frame journaled upon one of the aforesaid alined shaft sections; another frame journaled upon the aforesaid offset shaft section; cups carried by said frames, each cup being journaled upon each frame at a place ofiset with respect to its journal connection with the other frame; means for turning one of said frames upon the shaft supporting it and with respect to the other frame; and means for effecting rotation of said frames.

In witness whereof, I hereunto subscribe my name this sixteenth day of January A. 1)., 1918.

EMIL G. J OHANSON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of ratents, Washington, D. G. 

